Crosshead construction



H. A. HOKE 2,215,504

CROSSHEAD CONSTRUCTION Filed Dec. 29, 1939 2 Sheets- Sheet 1 U) WITNESSES: I INVENTOR: M 1 L775; 77. 2 79715 7 P I BY WW ATTORNEYS.

Sept. 24, 1940. H. A. HOKE CROSSHEAD CONSTRUCTION Filed Dec. 29, 1959 2 Sheets-Sheet 2 WITNESSES; INVENTOR; 9 2) 7p? ifilrryfif 715KB 7 W ATTORNEYS.

Patented Sept. 24, 1940 UNITED STATES PATENT OFFICE Application December 29,1939, Serial No. 311,503

3 Claims;

ing of less weight and resultantly decreasing the amount of counterbalance necessary in the driving wheels of a locomotive for satisfactory operation.

A further object is to effect a substantial reduction in the first cost of crossheads, while in no way reducing their durability and serviceability.

A still further object is to provide a crosshead of the above indicated type in which frictional abrasion or galling trouble is obviated, while the possibility of blowholes, spongy spots or shrinkage cracks developing is prevented.

Other objects and ancillary advantages of this invention will become apparent as the nature thereof is better understood, said invention consisting essentially in the novel form of crosshead hereinafter fully disclosed, illustrated by the accompanying two sheets of drawings of a preferred embodiment and wherein like reference characters are used to designate corresponding parts throughout the several views; while the concluding claims more particularly recite the features of novelty.

In the drawings:

Fig. 1 is a side view of a locomotive crosshead embodying this invention.

Fig. 2 is a plan as viewed from below the preceding illustration.

40 Fig. 3 is a plan section, taken as indicated by the arrows IIIIII in Fig. 1.

Fig. 4 is an end elevation of the crosshead as viewed from the right-hand of Fig. 1, or looking towards the left-hand thereof.

Fig. 5 is a vertical section on the plane V-V of Fig. 1; and,

Fig. 6 is a similar section on the plane VI-VI in the same figure.

In the following detailed description of the embodiment of this invention shown by the accompanying sheets of drawings, specific terms will be employed for the sake of clarity; but it is to be understood that such terms are used in a descriptive sense and not for purposes of limitation. Each specific term employed herein is in-' tended to embrace all technical equivalents which are susceptible of analogous interpretation.

Referring more in detail to the drawings, the crosshead therein shown comprises a barrel part I, with integral spaced jaws 2, of comparatively stout metal where the operating loads are greater and between which jaws the driving rod end, not shown, is secured by a suitable wrist-pin engaged through the jaw apertures 3, in accordance with known practice; while the jaws 2 are united across the lower parts by a brace member 4 preferably of the cross-section best understood from Figs. 4-6. This brace member 4 is, preferably, formed with end reductions 5 with fortyfive degree sides 6 whereby said member is permanently secured at the inside by fillet welds I to the adjoining face portions of jaws 2. Similarly the outer end edge portions of the brace member l are united to the lower flat edges 8 of the jaws 2 by fillet welds 9.

United to the upper longitudinal edge ll] of each jaw 2 by inner and outer fillet welds l I, I2, respectively, is a suitably shaped bearer plate l3 of more ductile metal than that forming the crosshead barrel l and jaws 2, such plates jointly affording attachment, as by'inner and outer fillet welds I, I5, for the plate or gib 16, said gib being fitted with upper and lower wear elements [1, 18, in accordance with known practice. In addition, the bearer plates [3 and gib l6 are laterally connected by cross-braces l9 united to said plates and gib by fillet welds 20, whereby a rigid and comparatively lighter crosshead is ensured with a material saving in first cost Trouble is frequently experienced due to galling between the steel in the front end of the connecting rod, not shown, and the inside of the jaws 2, due to the side pressure caused by lateral movement of the intervening connecting rod end; and to overcome this disadvantage non-ferrous metal such as bronze liners are often cast on the inside of the jaws 2 aforesaid. Unless the cast steel crosshead is preheated before the molten bronze is applied, very small expansion cracks will occur in the steel, which enlarge in service, and eventually destroy the crosshead casting. In accordance with this invention use is made of flange steel orificed liners 2i, secured to the inner faces of the jaws 2, concentrically of the apertures 3, by rivets 22, and said liners are segmentally beveled at 23 both at the front and rear portions to provide for the lateral movement of the connecting rod end; or, the bevels 23 are preferably in the nature of opposedly-directed 55 segmental inclines with the chord edges 23', Fig. 1, paralleling a vertical line through the axis of the apertures 3. These bevels 23 serve to prevent excoriation or galling without the use of non-ferrous liners From the foregoing it will be readily apparent that with a welded crosshead built-up as above described, there is provided a structure wherein the less highly stressed parts which carry the vertical load to the gib guides, and which vary and cross-braces; said bearers, transverse member, cross-braces and gib all being of more ductile metal than the crosshead; and fillet welds uniting all of said parts into a composite unit.

2. As an article of manufacture a crosshead comprising a barrel with spaced jaws, said jaws having substantially flat upper and lower edges; vertical bearers with intervening spaced crossbraces sustained by the jaw upper edges; a transverse member spanning the jaw lower edges; a gib mounted on the vertical bearers and cross-braces; said bearers, cross-braces, transverse member and gib all being of more ductile material than the barrel-jaw portion of the crosshead; and fillet-welds unite all of said parts into a composite unit. L

3. The crosshead as defined in claim 2, where in the opposing inner faces of the barrel ja s have orificed liners attached thereto, and said liners are opposingly beveled at their front and back portions respectively to prevent galling in service.

HARRY A. HOKE. 

